Traction-engine



(No Model.)

S. E. JARVIS.

, TRACTION ENGINE.

No. 372,022. Patented Oct. 25, 1887 I T Ihrealan' fife If. C Asamu ell: JLYVYZ J- 0M. zwmgy N. rnzns, Phum-Lilhographer. Washington, u. ::v

UNITED STATES PATENT Orr rcn.

SAMUEL E. JARVIS, OF LANSING, MICHIGAN.

TRACTION-ENGINE.

' SPECIFICATION forming part of Letters Patent No. 372,022, dated October 25, 1887.

Application filed March 10, 1887. Serial No. 230,338. (No model.)

To all whom it may concern:

Be it known that I, SAMUEL E. JARVIS, of Lansing, in the county of Ingham and State of Michigan, have invented new and'useful Improvements in Traction -Eng-ines; and I do hereby declare that the following is a full, clear, and exact description thereof, reference being had to the accompanying drawings, which form a part of this specification.

This invention relates to new and useful improvements in traction-engines; and it consists in the novelconstruction and arrangement of the traction and steering gear, by means of which I have succeeded in constructing a traction-engine supported. on three wheels-one front and two hind wh.eelsall three of which are traction-wheels, the front.

Wheel being at the same time the steeringwheel, all as hereinafter described.

In the drawings which accompany this speci- 1 fication, Figure 1 is a side elevation of my improved traction-engine. Fig. 2 is; a front elevation thereof with the front traction in section. Fig. 3is a plan.

A is the boiler; 13, the crank-shaftof the engine; 0 G, the hind wheels, and D the front wheel.

The front axle, E, is j ournaled in stationary bearings formed by suitable brackets secured tothe under side of the boiler, and the single front wheel, D, is placed under the center of the boiler and connects with the front axle through a ball-and-socket gear, F, by means of which the front wheel has to revolve with its'axle, while at the same time it is free to turn in any direction.

The steering is effected by means of a stirrup, G, which loosely embraces the hub of the wheel and turns on a central pivot, H, which is preferably formed by a king-bolt secured to the under side of the boiler engaging into a hole in the top of the stirrup. From one side of this stirrup projects a spirally-toothed sector, I, which engages with a worm-screw, J, secured to the forward end of the shaft K and provided with a suitable hand-wheel, L, all so arranged that the turning of the hand-wheel L effects the steering of the front wheel. The

tractive power is conveyed from the crankshaft to both the front and rear axles by a gear-wheel, M, secured upon the crank-shaft and meshing with a gear-wheel, N, journaled on astub shaft which is carried by a swinging arm, 0, pivoted on the crankshaft. A gearwheel, P, journaled upon the same stub shaft and connected with the hub of the gear-wheel N, transmits the motion of the gear-wheel R, which is secured upon the hind axle. One of the hind wheels is fast upon the hind axle and the-other is connected therewith through the medium of a compensating gear, S. The gearwvheel R transmits motion to the front axle through, the medium of the intermediate gear-wheel, T, and the gear-wheel U, which latter is fast on the front axle.

The intermediate gear, T, may besupported by hangers from the under side of the boiler, as shown, or in any other suitable manner, and instead of one intermediate gear-wheel there may be three, if the intervening space between the front and rear axles should make such an arrangement more desirable or necessary.

The arrangement of the swinging arm 0 and the gear-wheels P, R, and T is such that by swinging the arm 0 forward or backward the gear-wheel I may be thrown in or out of gear with either or both of the other gearwheels, whereby the traction-engine can be run forward or backward-or'stopped, as de sired. This is accomplished by means of a suitable hand-lever, V, and a connecting-rod, W, between said lever and the swinging arm 0.

It will be seen that my construction involves a very simple traction-gear, which greatly reduces the dead-weight, while at the same time the traction and steering is accomplished on the most desirable plan, all the wheels being drivers, and the single steering-wheel under the front end permitting of turning very sharp corners and facilitating the climbing of steep grades.

I arrange mysteeringgear beneath the boiler, where it is much easier to operate than when placed above the same.

What I claim as my invention is- 1. In a traction-engine, the combination of a s'tatibnarilyjournaled drive axle, a balland-socket gear on said axle, a traction-wheel the hub of which forms the socket part of said gear, and a steering-stirrup loosely engaging the hub of the traction-wheel and having a stationary pivot pendent from the under side of the boiler, all substantially as described.

2. In a tractioirengine, the combination of a stationarily-journaled front drive-axle, a ballandsochet gear on said axle, a traction-wheel the hub of which forms the socket part of said gear, a steering-stirrup loosely engaging the hub of the traction-wheel, and a pivotal kingbolt connection between said steeriugstirrup and the forward lower end of the boiler, all substantially as described.

3. In a tractioneugine, the combination of a statiouarily-jourualed front drive-axle, a central ball audsoekct gear on said axle, a traction-wheel the hub of which forms the socket part of said gear, a steering stirrup loosely engaging the hu b of the traction-wheel, a pivot between the top of said stirrup and the under side of the boiler, aspirally-toothcd sector carried by said stirrup, a worm-screw engaging" with said sector, and suitable actuating connection for turning said worm-screw, all arranged to operate substantially as described.

4- In a traction-engine. the combination of a statiouarily-journaled front axle, a central.

for the stirrup of the traction-wheel on its pivot, substantially as described.

5. In a traction-engine, the combination of the front axle, E, j ournalediu stationary bearings secured to the under side of the boiler, the ball-and-soeket gear F on the front axle, the front drive-wheel, D, the hub of which forms the socket of the ball-and-soeket gear, the stirrup G, embracing the hub of thedrivc wheel 1), the pivot-connection H between the top of the stirrup and the under side of the boiler, the spirally-toothed sector I, the Wormscrew J and its aetuatingconnection, and drive-connection between the front axle and the crank-shaft, all substantially as described.

6. In a tractioirengine having front and rear traction, the combination of the gear wheel M on the crankshaft, the swinging arm 0, carrying the connected gear whecls P N, the gear-wheels R U, secured on the trout and rear axles, respectively, and the intermediate gear-wheel, T, all substantially as described.

7. In a traction-engine, the combination of the gear-wheel M on the crauk-sl1aft,t;he swinging arm 0, pivoted on the crank-shaft and car ryiug a stubaxle, the connected gear-wheels P N, jourualcd on said stubaxle, the gearwheels R U, sceurcdon theiront and rear axles, respectively, the intermediate gear-wheel, T, and the reversinglevcr V, and connecting-rod 'W, all substantially as described.

SAMUEL F. JARVIS.

\Vitucsses:

H. S. Srato'o'ia, T. E. tonna'rsou. 

